Wheel-brake.



R. H. ROSENBERG.

WHEEL 13mm. APPLICATION FILED FEB.14,1912.

1,124,332 Patented Jan. 12,1915.

` 2 SHEETS-Smm 2.

WAWM

UNITED STATES PATENT oEEIcE.

RALPH H. ROSENBERG, OF COLUMBUS, OHIO, ASSIGNOR TO THE KINNAR MANUFAC- TUBING COMPANY, OF COLUMBUS, OHIO, A CORPORATION OF WEST VIRGINIA.

WHEEL-BRAKE.

Specification of Letters Patent.

Patented Jan. 12, 1915.

Application filed February 14, 1912. serial No. 677,558.

useful Improvements /in Wheel-Brakes, ofI

which thev following is a specification.

My inventionfrelates to improvements' in vehicles andhas particular reference to improvements in brake mechanism for heavy vehicles, as trucks and drays.

The object of my invention is to provide a brake mechanism for use upon trucks, which shall'be strong and durable; which shall be powerful in operation; which shall be capable of being thrown into and out of operation, and which shall have frictional contacting and wearing surfaces of large area relative to the dimensions of the brake.

drum. Y

lA further object of my invention is to provide a brake mechanism which shall have a brake member composed of a plurality of rigid sections associated'with a brake rim and which shall afford substantially complete circumferential frictional contact of said sections with the rim when the brake is in operation or set.

My invention consists in the improved combination of elements or parts and the features of construction whereby the above and other objects are attained and all as hereinafter described and particularly pointed out in the appended claims.

My invention will be more fully understood by reference to the accompanying drawings forming a part of this specification; and in which:

Figure 1 is a plan view of one end of the chassis of an automobile having wheels equipped with brake mechanisms which embody my invention; Fig. 2 is a side elevation of the chassis shown in Fig. l; Fig. 3 is an enlarged vertical central section on the line 3-3 of Fig. 2 through one of the wheels and associated brake mechanism; Fig. 4 is an enlarged vertical transverse section of thev brake mechanism taken on the line 4-1 of Fig. 3 facing in the direction of the arrow and showing the brake parts in their normal inoperative position; and Fig. 5 is an'enlarged side elevation of the brake mechanism looking from the inner side thereof and taken on the line 5 5 of Fig. 1 and show` ing the brake set.

Although the illustration of my inven-v tion, as shown in the drawings, is confined Lto automobiles, it is to be understood that the apphcatlon and use of my inventipn 1s not limited thereto, but may be advantageously extended to include various motor and non-motor vehicles.

As it is eustomary'to associate the brakes of a vehicle with the rear Wheels, I have so shown them in the drawings, but the application of my improved brake is not limited to such use.

- The frame 7 of the motor vehicle is supported upon the axle 8 and wheels 9 and the wheels are equipped Iwith my improved brake mechanism 10. The frame 7 includes the two longitudinal side bars 7 and the rear cross bar 7". This frame is supported by means of a pair of laterally positioned, bow-shaped leaf springs 12 which I pivot at their ends b means of swinging links 13 to the sides o the frame at the points 13 and 13 at the rear and front of the axle respectively. These springs extend downwardly and at their center rest upon the axle 8 to which I securely fasten them by U-bolts 12.

The wheels 9 are mounted on the outer ends of the axle 8 at each side of the frame. These, the rear wheels, as is customary in motor-carV practice, are used as driving wheels. Power is transmitted from the engine or motor in front, and not shown, to the rear axle andwheels by means of suitable mechanism including the driving shaft l1 and torsion axle T, a description of which for the purpose of this specification is not necessary as the driving mechanism does not form part of this invention.

My improved brake is of the general class known as internal brakes and comprises two correlative fundamental parts which I arrange to oppose each other, one of which, consisting of an annular rim B', I attach to or form substantially integral with the inner side of the wheel and concentric with the axis thereof and the other of which consisting of a substantially stationary mechanism securely in operative position adjacent to the said wheel, l provide a radial traine or spider' A which I pivot at its center on the axle at or near the outer end thereof, This spider A comprises a central hub portion A2 and a plurality of radial arms A having shoe-supporting ireans on their outer ends, as hereniaiter daa'ribed, four army;- being and two others c? tending vertically, one upwardly and the other downwardly. The forwardly extending arm I extend slightly longer than the others and form the end to be connected rigidly by means of bolts 14 with the rear end or' a radius rod 14 which I provide for holding the axle steady in right angular transverse position, and which extends forwardly to an intermediate point on the side of the frame where I pivotally secure it to a lug 14 mounted on the outer side of the side bar 7.

The spider A, being pivotally mounted on the axle, is free to oscillate slightly suticient to accommodate vertical movement of the axle with respect to the frame, and the accompanying lexure oi' the springs 12,' such as is ordinarily occasioned by the passage of the vehicle over an uneven roadway. The necessary resultant angular' motion of the radius rod with respect to the frame, due to lexure of the springs, and the relative vertical motion of the axle 8 and frame is accommodated by the pivotal joining of the forward end of the rod with the side bar 7. The radius rods not only serve to maintain the substantially right angular transverse relation of the axle with respect to the frame, but hold the brake spider against turning.

The brake wheels may be of any suitable construction and may be mounted in any suitable manner convenient for equipping with the brake mechanism herein described. In the embodiment of my invention herein shown each brake wheel 9 is provided on its inner side with a radial spoke clamping flange B, the outer portion of which I extend radially slightly beyond the erids of the spider earms and turn transversely away from the wheel thereby forming a circular flange or brake rim B, preferably of cylindrical shape and extending slightly inwardly adJacent to the outer ends of the arms of the spider and toward the frame 7.

Each wheel has a hollow metal hub 17 i formed and adapted for mounting uponthe axle. The hub has an integral cylindrical projection which extends axially within the integral therewith between which and the I said [lange B the spokes are securely clamped by bolts 2O which extend through the two llanges and the inner ends of the spokes. Thus the brake rim B is rigidly formed on the wheel concentric with the axle 8, and being substantially integral with the wheel as a whole provides a most strong and secure means for applying a braking force thereto. The inner surface of the rim is cylindrical and smooth and is adapted to be engaged frietionally by the outer surfaces of certain nonrotatable brake members or shoes hereinafter more fully described and which are mounted in annular arrangement on the spider A within said rim and constitute a stationary sectional brake ring.

The substantially fixed or non-rotatable inner portion C of the brake comprises a generally ring-shaped structure consisting of a pluralityl of rigid brake shoe segments C arranged end to end and operatively' mounted on the outer ends of the arms A of the spider A. In the form herein illustrated the friction ring C comprises ,two substantially independent operating parts arranged oppositely from each other and constituting an upper half C2 and the other a similarly arranged lower half C3, each of which consists of a pair Aof the said friction ring segments or shoes C pivoted upon a common transverse cylindrical pin C, one of which is mounted on the outer end ot each of the vertically extending arms of the spider. Both of these pins or pivots C* extend transversely from the spider towardV the wheel.

The opposite or outer ends of the said upper and lower halves of the brake "ring lie adjacent to the outer ends of the longi-l tudinally extending arms A on which Il mount powerful operating means arranged to react between the upper and lower ring members to ex and the ring and set the' tially rigid segmental member havin a curved outer surface adapted to fit against ahdji-frictionally engage the inner surface of the Vbrake rim B when forced outwardly into contact therewith. The pivot engaging iso i end of each segment C is provided with a` transverse groove C adapted to fit closely upon one of the pivots C4, the adjacent pivot ends of each pair of segments being so formed that when the two segments forming a pair are assembled and held together with their grooved ends fitting on a common pivot, they form substantially a continuous semi-circular arc or half ring flexibly pivoted at the middle of the said are. -Each segment C is provided on its inner side with a central inwardly projecting radial flange -or web C8 to stifen the same. Theinner edge of the web portion C is provided with perforated lugs C9, one at each end, for attaching the ends of coiled tension springs l) and D hereinafter de' scribed. l

The springs D are connected to the adjacent pivoted ends of segments C on opposite sides of each fixed pivot C4 and serve to hold the segments in close operative engagement with the said pivots. The non. pivoted or swinging end of each segment is formed with a. plain radial bearing surface C7 so arranged that when the opposite pairs are assembled on .the spider, the adjacent non-pivoted ends present opposing surfaces which are substantially parallel to each other. The said ends are held slightly spaced apart more or less by an operating pin or cam C arranged between them. The adjacent non-pivoted ends of the upper and lower halves are drawn toward each other and into bearing contact withjthe said operating 'pins C5 by the coiled springs D formed and mounted in a manner similar to springs D, as above explained.

For the purpose of forcibly spreading the brake segments C and so expanding the brake ring to set the brake, I form the segment engaging portion of the operating pins Cs with a cam surface. Each of these cam pins is of a generally cylindrical shape and is formed on the inner end as a cylindrical shaft portion fitting rotatively in a transverse bearing in the outer end of the spider arm; The outer end extends toward the wheel and between the adjacent ends of the upper and lower semi-circular pairs of ring segments C. This outer portion of the pin is provided with oppositely positioned transverse horizontal slots or grooves C adapted to receive the adjacent nonpivoted opposing ends of the brake segments, thee end faces C1 of which normally press against the bottom of the slots. The slots C10 impart to the pin the character of a double cam symmetrically formed with long and'short diameters at right angles to each other whereby when the pin is rotated Hthe adjacent segment ends are forced apart and the brake ring expanded.

The inner end of the cam pin is formed with a square end or head C12 to receive a Two arms E are providedfor each brake,

one arm for the front cam pin C5 and the other for the rear cam pin C?. The arms E extend upwardly and are connected at their free upper ends by a connecting rod F. The forward end of the connecting rod is connected to a brake rod G which extends forward and connects by appropriate mechanism with operating means convenient for control by the operator.

The forwardly extending mechanism for operating the brake comprises a rock-shaft H rotatively mounted transversely of the frame 6 on the side bars 7. i

Betweenthe side bars 7 there is rigidly attached to the said rock-shaft H a downwardly extending crank arm J to the lower end of which ispivotally connected a bra-ke rod K which extends forwardly and upwardly to the operators control lever, not shown.

There is rigidly connected to each end of the rock-shaft H outside the frame 7 a downwardly extending crank arm L to the lower end of which is pivotally connected rthe front end of the brake rod G. .That part of the brake equipment which lies to the rear of the rock-shaft H is duplicated on opposite sides of the frame. In the normal or non-operative positio of the brake, with the segments C withdrawn from contact with the rim B', the cam-controlling crank arms E are inclined rearwardly to the full extent of their movement. the vehicle the lever arms E are drawn forward past the vertical positio'n to a more or less forwardly inclined position. This arrangement provides for the most yefficient and reliable action of the brake. The annular series of separate brake segments eachoperates substantially independently of' its neighbors and provides numerous well-defined bearing surfaces, all cooperating effectively throughout substantially a complete ring area to brake the wheel;

The pivoted ends of the segments C are heldin very close relation to the inner surface of the ring B at all times and in such a position that only slight radial movement is necessary to set them against the brake rim. lVhen the brake is operated each segment rotates upon its fixed pivot as' the cams operate to spread the segments apart. The outer surfaces of the segments conform accurately with the inner surface of the brake rim and when the segments are spread by the cams they are brought into substantially complete superficial contact with the brake When the brake is operated to stop rim throughout substantially their entire opposed contacting, suraces.

'llie cam U5 is so proportioned and the operating` cranks and rods so adjusted that it is only necessary lor the cam to turn through an angle .or about J0 degrees in setting tnebralie. By this arrangement the cam is so positioned ywhen.thebralie is set with the long diameter of the'cam at an angle between the opposing end faces ol' thc adjacent segments, that as soon as' the brake control mechanism is released by the operator the springs D will operate automatically'to restore thel brake to its normal. position. j y

W'hen the yfree ends ol. the segments C are in their normalv position resting against the bottoms of theslots G1 they are held against lateral movement by the walls of the slots. 'lnese slots are of such depth' that when the cam is turned to the necessary extent for setting the brakes the segments are not thrown entirelyout' of the slots, but are still guided thereby, l

1n setting my improved brake, the mechanism operates as follows: When the operator. throws the brake-r controlling hand lever, not shown, the shaft H is oscillated and lthe' brake rod Gis 'drawn forward. 'l'liis action oscillating'the cam controlling arms E forwardly, thus operating the cams (J5 by turning them ,to torce the coaeting ends of, the brake shoes apart and expanding the brake ring C, in opposition to the restoring springs D, to set the brake. When the operator. releases the brake handle the restoring springs automatically disengage they brake by contracting the brake ring and lsimultaneously returning all parts of the brake mechanismy to their normal inactive position.

As many structures which embrace my 1nvention will readily suggest themselves to persons skilled in the art, I do not limit myinvention to the specific structure herein Shown and described.

'Having' thus described my invention, I claim as new and ldesire lto secure by Letters Patent: i

l. A vehicle lwheel, in combination with a cylindrical brake rim carried thereby and concentric therewith, and a non-rotatably mounted segmental brakering consisting of a plurality of pairsv of independently movable but rigid brake segments arranged endto-end within said rim and substantially illing the peripheral space within said rim, means interposed between the adjacent ends of the pairs for forcing said segments outwardly against the said rim and pivots interposed between the adjacent ends of the two segments of each pair for supporting said segments adjacent to the inner surface of the ring.

2. In a wheel brake, a cylindrical rim 65 concentric with the wheel and rigidly attached to one side thereof, a non-rotatable frame or spider coaxial] y mounted adjacent to the rim, an expansible brake shoe ring comprising a plurality of pairs of independently movable but rigid segments pivoted at their inner ends to the outer ends ot' alternate arms of said spider, said segments having outer friction surfaces curved to tit the inner surface of said rim, and cam means on the outer end of the remaining alternate spider` arms Aadapted to oppositely coact with and between-the adjacent outer ends of said segments to force them apart for setting the brake, and means for simultaneously operating said cam means.

3. A wheel brake comprising a cylindrical contact rim fixed to the wheel concentrically therewith, in combination with a plurality of substantially rigid brake ring segments positioned substantially Within and adjacent to the rim, said segments being grouped in pairs arranged end to end and the several segments of each pair respectively being pivoted at their adjacent ends and the opposite ends being radially oscillatory about the respective pivots for rictional engagement with said cylindrical member, and means controllable byv the operator for simultaneously operating each of said segments to force the free ends thereof outwardly against the rim.

4. A vehicle wheel provided with a cylindrical brake rim concentric with the Wheel, combined with a non-rotatably mounted segmental brake ring consisting of a plurality of pairs of brake segments arranged end-toend within said rim and substantially filling the peripheral space within said rim, means for pivotally supporting the non-operated ends of each pair of brake segments, and means interposed between the adjacent ends ofthe pairs of segments for forcing said segments outward against the said rim and means for simultaneously operating said last named means. l

In testimony whereof, I have hereunto set my hand, this 26 day of January, 1912, in the presence of two subscribing Witnesses.

RALPH H. ROSENBERG.

Witnesses ROBERT H. COCHRAN, EDWARD H. MCCLOUD. 

